CN118564352A - A method for limiting acceleration of aircraft engines - Google Patents
A method for limiting acceleration of aircraft engines Download PDFInfo
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- CN118564352A CN118564352A CN202410763274.XA CN202410763274A CN118564352A CN 118564352 A CN118564352 A CN 118564352A CN 202410763274 A CN202410763274 A CN 202410763274A CN 118564352 A CN118564352 A CN 118564352A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/44—Control of fuel supply responsive to the speed of aircraft, e.g. Mach number control, optimisation of fuel consumption
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
- F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
- F02K3/075—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type controlling flow ratio between flows
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
本发明提供一种航空发动机加速限制方法，涉及航空发动机技术领域，包括：接收飞控指令，根据飞控指令计算第一燃油供油量并执行单/双外涵工作模式转换；实时检测实际模式选择阀的位置状态和转速反馈值；根据所述模式选择阀的位置状态判断发动机当前状态是否满足执行单/双外涵的模式切换条件；根据所述模式选择阀的位置状态计算第二燃油供油量、第三燃油供油量、第四燃油供油量，并结合第一供油量、第五供油量取五者中最小值，再与第六供油量比较取最大值，再与第七供油量取最小值，比较结果与第八供油量取最大值作为控制供油量输出；根据转差判断发动机是否处于加减速状态。本发明解决了双外涵发动机加减速过程可能带来的安全性问题。
The present invention provides an aviation engine acceleration limiting method, which relates to the aviation engine technical field, including: receiving a flight control instruction, calculating a first fuel supply according to the flight control instruction and executing a single/double external bypass working mode conversion; detecting the position state and speed feedback value of an actual mode selection valve in real time; judging whether the current state of the engine meets the mode switching condition of executing a single/double external bypass according to the position state of the mode selection valve; calculating a second fuel supply, a third fuel supply, and a fourth fuel supply according to the position state of the mode selection valve, and combining the first fuel supply and the fifth fuel supply to take the minimum value among the five, then comparing with the sixth fuel supply to take the maximum value, and then taking the minimum value with the seventh fuel supply, and comparing the result with the eighth fuel supply to take the maximum value as the control fuel supply output; judging whether the engine is in an acceleration/deceleration state according to the slip. The present invention solves the safety problems that may be caused by the acceleration/deceleration process of a double external bypass engine.
Description
Technical Field
The invention relates to the technical field of aeroengines, in particular to an aeroengine acceleration limiting method.
Background
Currently, the dual-culvert aeroengine structure with CDFS (core driven fan stage) has two modes of operation: a single culvert operation mode and a double culvert operation mode. The single culvert working mode is a single culvert working high-power state, and can obtain continuous and reliable high unit thrust; the double culvert working mode is a double culvert working low-power state, and the working mode can achieve higher economy and long service life. When the two working modes are switched, a plurality of limits are set for ensuring the safety and stability of the airplane flight, wherein the acceleration limit is planned to be one of the protection control methods.
The double culvert working mode of the aero engine cannot be suitable for all flight covered wires, and in order to meet the condition that the engine works in an approximately optimal state in the flight covered wires, the mode switching between the double culvert and the single culvert needs to be realized, and the mode switching control exists. The mode switching control needs to meet two working states, namely, the mode switching control is carried out in a steady state, the switching can be completed by receiving pilot operation instructions, and the safety is high; secondly, the acceleration process is subjected to mode switching control, so that the switching risk is high, the intake distortion or surge of the engine can be caused, and a reasonable control plan is needed to be adopted for protection.
According to the change characteristics and the safety requirements of the mode switching parameters of the double-culvert engine, the single-culvert state of the double-culvert engine can be operated under the full working condition, and the double-culvert state can only be operated under the set rotating speed, so that the mode switching is necessary when the double-culvert engine is accelerated to the intermediate state from the double-culvert state, and the protection control is adopted in the accelerating process, so that the reasonable-design limit control plan is very necessary.
Disclosure of Invention
In view of the above, the embodiment of the application provides an aeroengine acceleration limiting method to solve the safety problem possibly caused by the double-culvert engine acceleration process.
The embodiment of the application provides the following technical scheme: an aeroengine acceleration limiting method comprising:
step 1, receiving a flight control instruction, calculating first fuel oil supply amount according to the flight control instruction, and executing single/double culvert operation mode conversion;
step 2, detecting the position state and the rotating speed feedback value of an actual mode selection valve in real time, wherein the position state of the mode selection valve is in a closed state and a non-closed state, and the rotating speed feedback value is a rotating speed signal N2 detected by a rotating speed sensor;
Step 3, judging whether the current state of the engine meets the mode switching condition for executing the single/double connotation according to the position state of the mode selection valve, if so, performing mode switching, and if not, keeping the current state;
Step 4, according to the position state of the mode selection valve, executing a set restriction plan array corresponding to the position state of the mode selection valve relative to the relative physical rotation speed at the inlet temperature T2 of the engine to obtain a maximum relative physical rotation speed N2.max, and according to the maximum relative physical rotation speed N2.max, calculating to obtain a second fuel oil supply quantity;
According to the position state of the mode selection valve, executing a set limiting plan array corresponding to the position state of the mode selection valve relative to the exhaust temperature at the inlet temperature T2 of the engine to obtain a maximum exhaust temperature T5.Max, and calculating to obtain a third fuel supply amount according to the maximum exhaust temperature T5. Max;
Calculating to obtain fourth fuel oil supply according to the set outlet pressure P3.max of the compressor corresponding to the position state of the mode selection valve;
Calculating to obtain a fifth fuel oil supply amount according to the set maximum fuel oil supply amount limit wf.max;
Comparing the first fuel oil supply amount, the second fuel oil supply amount, the third fuel oil supply amount, the fourth fuel oil supply amount and the fifth fuel oil supply amount, and taking the minimum value of the comparison result as an intermediate oil supply amount wfDem.zj1;
Step 5, based on an engine dynamic model, a deceleration limiting plan wfDemDec =f 5 (N2, T2 and P3) and an acceleration limiting plan wfDemAcc =f 4 (N2, T2 and P3) are formulated, airborne operation parameters are obtained in real time, and a sixth fuel supply amount and a seventh fuel supply amount are calculated in real time according to the airborne operation parameters;
Step 6, calculating a difference value between the rotating speed given value N2Dem and the actual rotating speed value N2, comparing the difference value with a set slip threshold value, judging an acceleration and deceleration state if the difference value is larger than the set slip threshold value, and judging a steady state if the difference value is smaller than the set slip threshold value;
If the fuel is in an acceleration/deceleration state, comparing the magnitude of the sixth fuel supply quantity with the magnitude of the intermediate fuel supply quantity wfDem.zj1 in real time, and taking the maximum value of the comparison result as an output fuel supply quantity wfDem.zj2; comparing the output fuel supply amount wfDem.zj2 with a seventh fuel supply amount, and taking the minimum value of the comparison result as the output fuel supply amount wfDem.zj3; and comparing the output fuel supply amount wfDem.zj3 with the eighth fuel supply amount, and taking the maximum value of the comparison result as a control fuel supply amount wfDem.
According to one embodiment of the application, the on-board operating parameters include: high pressure rotor speed N2, differential value, CDFS inlet total pressure P23, CDFS inlet static pressure Ps23, CDFS outlet total pressure P25, mode selector valve back end mixing chamber static pressure Ps225.
According to one embodiment of the application, the first fuel supply, the second fuel supply, the third fuel supply and the fourth fuel supply are calculated by a control system according to classical control theory algorithms, respectively.
According to one embodiment of the present application, in step 2, the position state of the mode selection valve is detected in real time by the displacement sensor.
According to an embodiment of the present application, in step 3, the judgment formula of the mode switching condition is: mp=f 1 (N2, pi cdfs, ra, dN 2/dt);
Wherein Mp represents a class identifier of a mode switching condition, f 1 represents a judging function, N2 represents a relative conversion rotating speed of the high-pressure rotor, pi CDFS represents a CDFS total pressure ratio, ra represents a mode selection valve backflow margin, dN2/dt is obtained by differentiating N2, and represents a relative rotating speed variable rate;
When dN2/dt is smaller than a fixed value and N2, pi cdfs and Ra respectively meet the set switchable threshold values, setting MP as '1', and indicating that the mode switching condition is met; if dN2/dt is not less than the constant value, the MP is set to "0", indicating that the mode switching condition is not satisfied.
According to an embodiment of the present application, in step 4, the maximum relative physical rotation speed n2.Max executes a set restriction plan array corresponding to the position state of the mode selection valve, the restriction plan array adopts a segmented array, and the corresponding array is executed according to the position state of the mode selection valve to determine the maximum relative physical rotation speed n2. Max.
According to an embodiment of the present application, in step 6, the difference value is compared with a set slip threshold, and if the difference value is smaller than the set slip threshold, the steady state is determined;
And if the throttle lever is judged to be in a steady state, the output oil supply quantity is executed according to the first fuel oil supply quantity, and the first fuel oil supply quantity is obtained by closed-loop calculation of the throttle lever position and the rotating speed.
According to an embodiment of the present application, in step 1, the flight control command includes an accelerator lever command Pla and a mode conversion command; the control system calculates a rotating speed given value N2Dem according to the throttle lever command Pla, and calculates the first fuel oil supply amount according to a control algorithm.
Compared with the prior art, the beneficial effects that above-mentioned at least one technical scheme that this description embodiment adopted can reach include at least: the embodiment of the invention provides an acceleration limiting plan special for a double-culvert engine, which defines a double-culvert engine acceleration limiting plan using method, prejudges the risk brought by mode conversion during acceleration of the double-culvert engine, adopts protective measures and improves the operation safety.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of an aeroengine acceleration limiting method according to an embodiment of the present invention.
Detailed Description
Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
Other advantages and effects of the present application will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present application with reference to specific examples. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. The application may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present application. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
As shown in fig. 1, an embodiment of the present invention provides an aeroengine acceleration limiting method, including:
Step 1, receiving a flight control instruction, calculating first fuel oil supply amount according to the flight control instruction, and executing single/double culvert operation mode conversion;
In step 1, the flight control command includes an accelerator lever command Pla and a mode conversion command MB. The control system calculates a given rotation speed n2dem=f 0 (Pla) according to the throttle lever command Pla, and calculates a first fuel supply according to a control algorithm.
The mode conversion instruction MB gives out that the double-culvert aeroengine should be in a single-culvert or double-culvert working mode according to pilot operation instructions;
Step 2, detecting the position state and the rotating speed feedback value of an actual mode selection valve in real time, wherein the position state of the mode selection valve is in a closed state and a non-closed state, and is represented by Msv; the rotating speed feedback value is a rotating speed signal N2 detected by a rotating speed sensor;
The position state of the mode selection valve is detected and fed back in real time by adopting a linear displacement sensor, when the displacement signal is 0, the mode selection valve is in a fully closed state, msv =0, and when the displacement signal is not 0, the mode selection valve is in a non-closed state, msv =1.
Step 3, judging whether the current state of the engine meets the mode switching condition for executing the single/double connotation according to the position state of the mode selection valve, if so, performing mode switching, and if not, keeping the current state;
the judging formula of the mode switching condition is judged according to the current engine state parameter, and the specific formula is as follows: mp=f 1 (N2, pi cdfs, ra, dN 2/dt); if Mp is "1", it indicates that the mode switching condition is satisfied, and if Mp is "0", it indicates that the mode switching condition is not satisfied, and the existing state is maintained.
Wherein Mp is a class identifier of the mode switching condition, f 1 represents a judging function, N2 represents the relative conversion rotation speed of the high-voltage rotor, a switchable threshold is set, and whether the threshold condition is met is judged; pi CDFS represents the total pressure ratio of CDFS (total outlet pressure P25 of CDFS/inlet static pressure P23 of CDFS), a switchable threshold is set, and whether a threshold condition is met is judged; ra represents a mode selection valve backflow margin (Ps 225-Ps 23)/Ps 23, a switchable threshold value is set, and whether a threshold value condition is met or not is judged; dN2/dt is obtained by differentiating N2 and represents the relative rotation speed variable rate; when dN2/dt is smaller than a fixed value and N2, pi cdfs and Ra respectively meet the set switchable threshold values, setting MP as '1', and indicating that the mode switching condition is met; if dN2/dt is not less than the fixed value, MP is set to be 0 no matter whether N2, pi cdfs and Ra meet the set switchable threshold value, which indicates that the mode switching condition is not met.
Preferably, pilot mode switching command MB and mode switching condition Mp are simultaneously "1" (denoted as MB & mp=1) and mode selection valve switching control is performed.
Step 4, according to the position state of the mode selection valve, executing a set restriction plan array corresponding to the position state of the mode selection valve relative to the relative physical rotation speed at the inlet temperature T2 of the engine to obtain a maximum relative physical rotation speed N2.max, and according to the maximum relative physical rotation speed N2.max, calculating to obtain a second fuel oil supply quantity;
And executing a set limiting plan array corresponding to the position state of the mode selection valve according to the maximum relative physical rotating speed N2.max, wherein the limiting plan array meets the maximum relative physical rotating speed N2.max=f 2 (Msv, T2), adopts two groups of segmented arrays, and determines the corresponding array of the maximum relative physical rotating speed N2.max according to the position state of the mode selection valve.
According to the position state of the mode selection valve, executing a set limiting plan array corresponding to the position state of the mode selection valve relative to the maximum exhaust temperature at the engine inlet temperature T2 to obtain a maximum exhaust temperature T5.Max, and calculating to obtain a third fuel oil supply amount according to the maximum exhaust temperature T5. Max;
Wherein the maximum exhaust temperature T5.Max is a limit schedule array corresponding to the position state of the mode selection valve, and the limit schedule array is two sets of segment type arrays, and the maximum exhaust temperature T5. Max=f 3 (Msv, T2);
Calculating to obtain fourth fuel oil supply according to the set outlet pressure P3.max of the compressor corresponding to the position state of the mode selection valve; wherein, the maximum limit value of the outlet pressure P3.max of the compressor is a fixed value;
Calculating to obtain a fifth fuel oil supply amount according to the set maximum fuel oil supply amount limit wf.max;
Comparing the first fuel oil supply amount, the second fuel oil supply amount, the third fuel oil supply amount, the fourth fuel oil supply amount and the fifth fuel oil supply amount, and taking the minimum value of the comparison result as an intermediate oil supply amount wfDem.zj1;
Step 5, based on an engine dynamic model, a deceleration limiting plan wfDemDec =f 5 (N2, T2 and P3) and an acceleration limiting plan wfDemAcc =f 4 (N2, T2 and P3) are formulated, airborne operation parameters are obtained in real time, and a sixth fuel supply amount and a seventh fuel supply amount are obtained according to the airborne operation parameters through real-time calculation;
Wherein the on-board operating parameters include: the high-pressure rotating speed is relative to the CDFS inlet conversion rotating speed N2, a rotating value, a CDFS inlet total pressure P23, a CDFS inlet static pressure Ps23, a CDFS outlet total pressure P25 and a mode selection valve rear end mixing chamber static pressure Ps225.
In this embodiment, according to a classical control theory algorithm, the first fuel supply amount, the second fuel supply amount, the third fuel supply amount and the fourth fuel supply amount are calculated by a control system respectively.
Step 6, calculating a difference value between the rotating speed given value N2Dem and the actual rotating speed value N2, comparing the difference value with a set slip threshold value, judging an acceleration and deceleration state if the difference value is larger than the set slip threshold value, and judging a steady state if the difference value is smaller than the set slip threshold value;
If the fuel is in an acceleration/deceleration state, comparing the magnitude of the sixth fuel supply quantity with the magnitude of the intermediate fuel supply quantity wfDem.zj1 in real time, and taking the maximum value of the comparison result as an output fuel supply quantity wfDem.zj2; comparing the output fuel supply amount wfDem.zj2 with a seventh fuel supply amount, and taking the minimum value of the comparison result as the output fuel supply amount wfDem.zj3; and comparing the output fuel supply amount wfDem.zj3 with the eighth fuel supply amount, and taking the maximum value of the comparison result as a control fuel supply amount wfDem.
Alternatively, if it is determined that deceleration, the output oil supply amount is executed at a deceleration oil supply amount wfDemDec =f 5 (N2, T2, P3), and the requirement of a large value compared with the intermediate oil supply amount wfdem.
Alternatively, if acceleration is determined, the output oil supply amount is performed at an acceleration oil supply amount wfDemAcc =f 4 (N2, T2, P3), and the requirement of a small value compared with the intermediate oil supply amount wfdem.
Optionally, if the state is determined to be steady state, the fuel supply is performed according to a first fuel supply calculated by closed loop of throttle lever position and rotational speed.
Optionally, the fuel supply amount should eventually meet a requirement of not less than an eighth fuel supply amount, which is determined by the minimum fuel supply amount wf.min.
Wherein: MB is an instruction for pilot mode switching; mp is a class identifier of the mode switching condition; msv is the mode selection valve feedback displacement; pi CDFS is the CDFS total pressure ratio; ra is the reflow margin; dN2/dt is the relative rotation speed variable rate and the set value; pla is the actual throttle lever angle, T2 is the total temperature of the inlet of the engine, T5 is the measured value of the temperature after the high-pressure turbine, and P23 is the total pressure of the inlet of the CDFS; p25 is the total outlet pressure of CDFS; ps23 is CDFS inlet static pressure; ps225 is the static pressure of the mixing chamber at the rear end of the mode selection valve; p3 is the total pressure of the outlet of the air compressor, N2 is the high-pressure rotating speed of the engine relative to the physical rotating speed, N2r is the conversion rotating speed of the high-pressure rotating speed relative to the CDFS inlet, wfDem.max is the limit of the oil supply quantity under the acceleration action, and the minimum value of the oil supply quantity in a plan is limited according to the maximum allowable exhaust temperature T5.Max, the maximum allowable pressure P3.Max, the maximum oil supply quantity limit fixed value wf.max and the maximum relative physical rotating speed N2.Max, wfDemDec is the oil supply quantity under the deceleration action, and wf.min is the limit value of the minimum oil supply quantity.
The special accelerating limit plan for the double-culvert engine defines the using method of the accelerating limit plan for the double-culvert engine, prejudges the risks brought by mode conversion during acceleration of the double-culvert engine, adopts protective measures, and improves the operation safety.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present application should be included in the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.
Claims (8)
1. An aircraft engine acceleration limiting method, comprising:
step 1, receiving a flight control instruction, calculating first fuel oil supply amount according to the flight control instruction, and executing single/double culvert operation mode conversion;
step 2, detecting the position state and the rotating speed feedback value of an actual mode selection valve in real time, wherein the position state of the mode selection valve is in a closed state and a non-closed state, and the rotating speed feedback value is a rotating speed signal N2 detected by a rotating speed sensor;
Step 3, judging whether the current state of the engine meets the mode switching condition for executing the single/double connotation according to the position state of the mode selection valve, if so, performing mode switching, and if not, keeping the current state;
Step 4, according to the position state of the mode selection valve, executing a set restriction plan array corresponding to the position state of the mode selection valve relative to the relative physical rotation speed at the inlet temperature T2 of the engine to obtain a maximum relative physical rotation speed N2.max, and according to the maximum relative physical rotation speed N2.max, calculating to obtain a second fuel oil supply quantity;
According to the position state of the mode selection valve, executing a set limiting plan array corresponding to the position state of the mode selection valve relative to the exhaust temperature at the inlet temperature T2 of the engine to obtain a maximum exhaust temperature T5.Max, and calculating to obtain a third fuel supply amount according to the maximum exhaust temperature T5. Max;
Calculating to obtain fourth fuel oil supply according to the set outlet pressure P3.max of the compressor corresponding to the position state of the mode selection valve;
Calculating to obtain a fifth fuel oil supply amount according to the set maximum fuel oil supply amount limit wf.max;
Comparing the first fuel oil supply amount, the second fuel oil supply amount, the third fuel oil supply amount, the fourth fuel oil supply amount and the fifth fuel oil supply amount, and taking the minimum value of the comparison result as an intermediate oil supply amount wfDem.zj1;
Step 5, based on an engine dynamic model, a deceleration limiting plan wfDemDec =f 5 (N2, T2 and P3) and an acceleration limiting plan wfDemAcc =f 4 (N2, T2 and P3) are formulated, airborne operation parameters are obtained in real time, and a sixth fuel supply amount and a seventh fuel supply amount are calculated in real time according to the airborne operation parameters;
Step 6, calculating a difference value between the rotating speed given value N2Dem and the actual rotating speed value N2, comparing the difference value with a set slip threshold value, judging an acceleration and deceleration state if the difference value is larger than the set slip threshold value, and judging a steady state if the difference value is smaller than the set slip threshold value;
If the fuel is in an acceleration/deceleration state, comparing the magnitude of the sixth fuel supply quantity with the magnitude of the intermediate fuel supply quantity wfDem.zj1 in real time, and taking the maximum value of the comparison result as an output fuel supply quantity wfDem.zj2; comparing the output fuel supply amount wfDem.zj2 with a seventh fuel supply amount, and taking the minimum value of the comparison result as the output fuel supply amount wfDem.zj3; and comparing the output fuel supply amount wfDem.zj3 with the eighth fuel supply amount, and taking the maximum value of the comparison result as a control fuel supply amount wfDem.
2. The engine acceleration limiting method according to claim 1, characterized in, that the on-board operating parameters include: high pressure rotor speed N2, differential value, CDFS inlet total pressure P23, CDFS inlet static pressure Ps23, CDFS outlet total pressure P25, mode selector valve back end mixing chamber static pressure Ps225.
3. The aircraft engine acceleration limiting method according to claim 1, characterized in that the first fuel supply, the second fuel supply, the third fuel supply and the fourth fuel supply are calculated by a control system, respectively, according to classical control theory algorithms.
4. The method according to claim 1, wherein in step2, the position state of the mode selection valve is detected in real time by a displacement sensor.
5. The method according to claim 1, wherein in step 3, the mode switching condition is determined by the following formula: mp=f 1 (N2, pi cdfs, ra, dN 2/dt);
Wherein Mp represents a class identifier of a mode switching condition, f 1 represents a judging function, N2 represents a relative conversion rotating speed of the high-pressure rotor, pi CDFS represents a CDFS total pressure ratio, ra represents a mode selection valve backflow margin, dN2/dt is obtained by differentiating N2, and represents a relative rotating speed variable rate;
When dN2/dt is smaller than a fixed value and N2, pi cdfs and Ra respectively meet the set switchable threshold values, setting MP as '1', and indicating that the mode switching condition is met; if dN2/dt is not less than the constant value, the MP is set to "0", indicating that the mode switching condition is not satisfied.
6. The method according to claim 1, wherein in step 4, a restriction plan array corresponding to the position state of the mode selection valve is set to be executed at the maximum relative physical rotational speed n2.Max, and the restriction plan array is a segmented array, and the corresponding array is executed by determining the maximum relative physical rotational speed n2.Max according to the position state of the mode selection valve.
7. The aircraft engine acceleration limiting method according to claim 1, characterized in that in step 6, the difference is compared with a set slip threshold, and if the difference is smaller than the set slip threshold, a steady state is determined;
And if the throttle lever is judged to be in a steady state, the output oil supply quantity is executed according to the first fuel oil supply quantity, and the first fuel oil supply quantity is obtained by closed-loop calculation of the throttle lever position and the rotating speed.
8. The aircraft engine acceleration limiting method according to claim 7, characterized in that in step 1, the flight control commands include a throttle lever command Pla and a mode switching command; the control system calculates a rotating speed given value N2Dem according to the throttle lever command Pla, and calculates the first fuel oil supply amount according to a control algorithm.
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| CN109611217A (en) * | 2018-11-07 | 2019-04-12 | 大连理工大学 | A Design Method for Optimizing Transition State Control Law of Aero-engine |
| CN110259583A (en) * | 2019-07-19 | 2019-09-20 | 中国航发沈阳发动机研究所 | Double external culvert variable cycle aeroengine and its power control method and controller |
| CN114526164A (en) * | 2022-04-24 | 2022-05-24 | 中国航发四川燃气涡轮研究院 | Transition state performance modeling method suitable for double-working-mode core machine |
| CN114856833A (en) * | 2022-04-27 | 2022-08-05 | 中国民航大学 | Novel-configuration large-bypass-ratio turbofan engine redundancy control method and device |
| CN115324742A (en) * | 2022-08-12 | 2022-11-11 | 中国航发沈阳发动机研究所 | Self-adaptively adjusted boosting oil supply control method and device for turbofan engine |
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Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109611217A (en) * | 2018-11-07 | 2019-04-12 | 大连理工大学 | A Design Method for Optimizing Transition State Control Law of Aero-engine |
| CN110259583A (en) * | 2019-07-19 | 2019-09-20 | 中国航发沈阳发动机研究所 | Double external culvert variable cycle aeroengine and its power control method and controller |
| CN114526164A (en) * | 2022-04-24 | 2022-05-24 | 中国航发四川燃气涡轮研究院 | Transition state performance modeling method suitable for double-working-mode core machine |
| CN114856833A (en) * | 2022-04-27 | 2022-08-05 | 中国民航大学 | Novel-configuration large-bypass-ratio turbofan engine redundancy control method and device |
| CN115324742A (en) * | 2022-08-12 | 2022-11-11 | 中国航发沈阳发动机研究所 | Self-adaptively adjusted boosting oil supply control method and device for turbofan engine |
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